1. A gauge of a vehicle instrument cluster for measuring vehicle speed, comprising:
a dial;
a pointer rotatably mounted in the instrument cluster and movable to a plurality of positions relative to the dial;
a first scale of numbers having a first starting point and arranged sequentially around the dial and corresponding to a first range of vehicle speeds; and
a second scale of numbers having a second starting point and arranged sequentially around the dial and corresponding to a second range of vehicle speeds, faster than the first range of speeds and having like units, wherein the first scale and second scale of numbers are arranged in a radially offset relation, and wherein when the vehicle speed exceeds the first range of vehicle speeds on the first scale of numbers, the pointer moves to the second starting point on the second scale of numbers.
2. The gauge of claim 1 wherein the pointer is adapted to rotate from a first position corresponding to the first starting point on the first scale of numbers to a position corresponding to a break point at an end of the first scale of numbers and wherein when the vehicle speed exceeds the break point, the pointer is adapted to rotate to the first position corresponding to the second starting point on the second scale of numbers.
3. The gauge of claim 2, further comprising a motor adapted to advance the pointer from the break point to the first position.
4. The gauge of claim 2 wherein the first scale of numbers are inboard the second scale of numbers.
5. The gauge of claim 4 wherein the first scale of numbers is illuminated when the vehicle speed is within the first range of speeds.
6. The gauge of claim 5 wherein the second scale of numbers is illuminated when the speed is within the second range of speeds.
7. The gauge of claim 6 wherein the second scale of numbers is unidentifiable when the speed is within the first range of speeds and wherein the first scale of numbers is unidentifiable when the speed is within the second range of speeds.
8. The gauge of claim 1 wherein the second scale of numbers is arranged sequentially counterclockwise around the dial.
9. The gauge of claim 8 wherein the pointer is adapted to rotate in a clockwise direction from a first position corresponding to the first starting point on the first scale of numbers to a position corresponding to a break point at an end of the first scale of numbers and wherein when the speed exceeds the break point, the pointer is adapted to rotate in a counterclockwise direction from the break point corresponding to the second starting point on the second scale of numbers.
10. A gauge of a vehicle instrument cluster for measuring vehicle speed, comprising:
a dial;
a first scale of numbers arranged sequentially around the dial and corresponding to a first range of speeds;
a second scale of numbers arranged sequentially around the dial and corresponding to a second range of speeds, the second scale of numbers radially offset from the first scale of numbers; and
a pointer rotatably mounted in the instrument cluster and adapted to rotate from a first position corresponding to a first starting point on the first scale of numbers to a position corresponding to a break point at an end of the first scale of numbers and wherein when the speed exceeds the break point, the pointer is adapted to return to the first position corresponding to a second starting point on the second scale of numbers.
11. The gauge of claim 10 wherein the first and second scale of numbers define like units.
12. The gauge of claim 11, further comprising a motor adapted to advance the pointer from the break point to the first position.
13. The gauge of claim 11 wherein the first scale of numbers is illuminated when the speed is within the first range of speeds.
14. The gauge of claim 13 wherein the second scale of numbers is illuminated when the speed is within the second range of speeds.
15. The gauge of claim 14 wherein the second scale of numbers is unidentifiable when the speed is within the first range of speeds and wherein the first scale of numbers is unidentifiable when the speed is within the second range of speeds.
16. The gauge of claim 10 wherein the second scale of numbers is arranged sequentially counterclockwise around the dial.
17. The gauge of claim 16 wherein the pointer is adapted to rotate in a clockwise direction from a first position corresponding to a first starting point on the first scale of numbers to a position corresponding to a break point at an end of the first scale of numbers and wherein when the speed exceeds the break point, the pointer is adapted to rotate in a counterclockwise direction from the break point corresponding to a second starting point on the second scale of numbers.
18. A gauge of a vehicle instrument cluster speed measuring gauge, comprising:
a dial;
a first scale of numbers arranged sequentially around the dial and corresponding to a first range of vehicle speeds in a first mode;
a second scale of numbers arranged sequentially around the dial and corresponding to a second range of vehicle speeds having like units, in a second mode, the second scale of numbers radially offset from the first scale of numbers; and
a pointer rotatably mounted in the instrument cluster and adapted to rotate around the dial in the first mode and the second mode, wherein the first scale of numbers is illuminated in the first mode and unilluminated in the second mode and wherein the second scale of numbers is illuminated in the second mode and unilluminated in the first mode.
19. The gauge of claim 18 wherein the pointer is moveable from a first position corresponding to a first starting point on the first scale of numbers to a position corresponding to a break point at an end of the first scale of numbers and wherein when the speed exceeds the break point, the pointer is adapted to return to the first position corresponding to a second starting point on the second scale of numbers.
20. The gauge of claim 19, further comprising a motor adapted to advance the pointer from the break point to the first position.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. An emissions control system, comprising:
a power source that creates a flow of exhaust;
a filtering device that receives the flow of exhaust;
a first sensor located at or upstream of the filtering device, the first sensor being configured to measure a first temperature;
an SCR catalyst located downstream of the filtering device;
an injector configured to inject a reduction agent into the flow of exhaust in the presence of the SCR catalyst; and
a controller in communication with the first sensor, the controller configured to:
predict a change in an ability of the SCR catalyst to store reduction agent using a measured change in the first temperature; and
adjust the injector according to the predicted change in the storage ability of the SCR catalyst.
2. The emissions control system of claim 1, wherein the controller uses the predicted change in the storage ability of the SCR catalyst to determine an amount of reduction agent that will reduce NOx in the flow of exhaust while minimizing slip of the reduction agent.
3. The emissions control system of claim 2, wherein the measured change in the first temperature is created by varying at least one of a speed or a load of the power source.
4. The emissions control system of claim 1, wherein the controller includes a feed-forward control structure.
5. The emissions control system of claim 1, further including a second sensor located at or upstream of the SCR catalyst but downstream of the filtering device, wherein the second sensor measures a second temperature and the controller uses the first temperature and the second temperature to calculate a characteristic temperature.
6. The emissions control system of claim 1, wherein the first sensor is located at an inlet of the filtering device.
7. A method of controlling an SCR process, comprising:
creating a flow of exhaust;
communicating the flow of exhaust to a filtering device;
measuring a first temperature at or upstream of the filtering device;
injecting a reduction agent for reaction with the flow of exhaust in the presence of an SCR catalyst, wherein the SCR catalyst is located downstream of the filtering device; and
predicting a change in an ability of the SCR catalyst to store reduction agent using a measured change in the first temperature; and
controlling the injection of the reduction agent according to the predicted change in the storage ability of the SCR catalyst.
8. The method of claim 7, wherein the predicted change in the storage ability of the SCR catalyst is used to calculate an amount of reduction agent that will reduce NOx in the flow of exhaust while minimizing slip of the reduction agent.
9. The method of claim 7, wherein controlling further includes decreasing or stopping injection of the reduction agent before a temperature increase reaches the SCR catalyst.
10. The method of claim 7, wherein controlling further includes preventing increased injection of the reduction agent until a temperature decrease reaches the SCR catalyst.
11. The method of claim 8, wherein the calculation is performed by a model-based controller.
12. The method of claim 11, wherein the controller includes at least one feed-forward control structure.
13. The method of claim 7, further including measuring a second temperature at or upstream of the SCR catalyst, but downstream of the filtering device, wherein the controller uses the first temperature and the second temperature to calculate a characteristic temperature.
14. The method of claim 13, further including:
a first weighting factor associated with the first temperature; and
a second weighting factor associated with the second temperature, the characteristic temperature being calculated by multiplying the first temperature by the first weighting factor and the second temperature by the second weighting factor.
15. The method of claim 14, wherein a value of zero is used for the first weighting factor when the first temperature is less than the second temperature.
16. The method of claim 7, wherein the flow of exhaust is created by a power source and the temperature change is created by varying at least one of a speed or a load of the power source.
17. The method of claim 7, wherein the first temperature is measured at an inlet of the filtering device.
18. A fluid system, comprising:
a power source with variable load and speed capabilities;
an intake passageway for communicating air into the power source;
a flow of exhaust produced by the power source, the flow of exhaust having a variable temperature and flow velocity;
an exhaust passageway for conveying a flow of exhaust away from the power source;
a diesel particulate filter located in the exhaust passageway;
a first sensor located at the diesel particulate filter, the first sensor being configured to measure a first temperature;
a catalyst located downstream of the diesel particulate filter;
an injector configured to inject a reduction agent into the flow of exhaust in the presence of the catalyst; and
a controller in communication with the first sensor, the controller configured to:
predict a change in an ability of the SCR catalyst to store reduction agent using a measured change in the first temperature; and
control the injector according to the predicted change in the storage ability of the SCR catalyst.
19. The fluid system of claim 19, wherein:
the catalyst comprises an SCR catalyst; and
the predicted change in the storage ability of the SCR catalyst is used to calculate an amount of reduction agent that will reduce NOx in the flow of exhaust while minimizing slip of the reduction agent.
20. The fluid system of claim 19, wherein controlling the injector further includes:
decreasing or stopping injection of the reduction agent before a temperature increase reaches the SCR catalyst; and
preventing increased injection of the reduction agent until a temperature decrease reaches the SCR catalyst.